Exhaust muffler

ABSTRACT

The present specification discloses a muffler for attenuating exhaust noise from an internal combustion engine. The muffler includes a main chamber, an intermediate pipe, a diffuser chamber, a spark arrester, and an exhaust pipe. Exhaust gases from the engine enter the main chamber after which they flow through the intermediate pipe. The intermediate pipe extends back through the main chamber to the diffuser chamber. The spark arrester is a screen held within the exhaust muffler and removably coupled to the exhaust pipe. Gases flow through the screen to separate hot particles. The exhaust pipe extends within the main chamber, completing a 180° bend within the chamber before exiting the main chamber and the muffler. An outer enclosure may surround the muffler. A method of attenuating exhaust gas noise is also disclosed.

PRIORITY CLAIM

This application is a divisional of U.S. application Ser. No.11/019,154, filed Dec. 20, 2004, contents of which are incorporatedherein.

FIELD OF THE INVENTION

This invention relates generally to exhaust mufflers for internalcombustion engines and, more specifically, to a compact exhaust mufflerfor small vehicles.

BACKGROUND OF THE INVENTION

Mufflers with spark arresters attenuate exhaust gas noise and sparksfrom internal combustion engines. However, mufflers add size, weight,and power-robbing backpressure to an engine. Small vehicles, such as allterrain vehicles (ATVs), motorcycles, and snowmobiles, need highpower-to-weight ratios for optimum performance. Small size and lowweight help the driver maneuver the vehicle through off-road obstacles.A high power-to-weight ratio helps the vehicle climb and accelerate, andincreases available load-carrying capacity. While an effective muffleradds weight and reduces horsepower, quiet operation without exhaustspark emissions not only enables the vehicle to meet mandatorygovernment regulations, but increases the vehicle acceptance by both theuser and others wishing to enjoy the outdoor environment.

Typical commercially available mufflers reduce noise levels toregulation standards. However, the noise level may still not beacceptable to users and others in the vicinity. Manufacturers may bereluctant use mufflers that decrease the noise level much belowgovernment mandates since such reductions usually result in an increasein muffler weight, size, and/or backpressure. Muffler noise reductionsmay be increased with additional baffles and chambers or by increasingsize—the very changes that also increase weight and backpressure. Suchchanges also increase the complexity and cost of manufacture.

Backpressure occurs when exhaust gases do not have a direct, easy-flowexit route. The engine must push the gases out through a tortuous(although noise-canceling) path of chambers, baffles, tubes, and turns.Thus, backpressure restricts power that would have been available topropel the vehicle.

Therefore, a need exists for a muffler that decreases backpressurewithout increasing noise, or conversely, that decreases noise withoutincreasing backpressure. Further advantages would result with simplifiedmanufacturing and lighter weights.

SUMMARY OF THE INVENTION

The present invention provides a muffler for a small vehicle of a sizethat fits within the envelope of the current systems. The mufflerreduces noise, weight, and complexity. It also decreases exhaust gasbackpressure.

The present invention provides a muffler for attenuating exhaust gasnoise from an internal combustion engine. The muffler includes a mainchamber and an exhaust pipe. Exhaust gases are channeled into the mainchamber from the engine. The main chamber, in the preferred embodiment,encloses at least a third of the volume of the muffler. The exhaust pipeis in fluid communication with the main chamber. The exhaust pipeextends through the main chamber and receives exhaust gases from themain chamber (preferably via a diffusion chamber).

In one aspect of the invention, an intermediate pipe is provided. Theintermediate pipe is in fluid communication with the main chamber(preferably via a transition chamber) at its first end and with theexhaust pipe at its second end. The intermediate pipe extends throughthe main chamber.

In a further aspect of the invention, the exhaust pipe includes a bendin a mid portion thereof as it extends within the main chamber.Preferably, the bend substantially completes a 180° turn within the mainchamber. With such bend, the exhaust pipe is longer than the mainchamber.

In still a further aspect of the invention, a diffusion chamber issituated adjacent the main chamber. Gases enter the diffusion chamberafter leaving the main chamber and before entering the exhaust pipe. Thediffusion chamber may be smaller than the main chamber.

The preferred embodiment of the invention also includes a spark arresterdisposed within the diffusion chamber and connected to the exhaust pipe.Gases pass through the spark arrester before entering the exhaust pipe.In one aspect of the invention, the spark arrester is removable from theoutside of the muffler.

The present invention may also be defined as a muffler for an internalcombustion engine including a chamber, a first pipe portion, a secondpipe portion, and a muffler exit. Exhaust gases are channeled into thechamber from the engine. The chamber includes a chamber exit. The firstpipe portion is in fluid communication with the chamber exit. The firstpipe portion extends through at least half of the length of the chamber.The second pipe portion is also in fluid communication with the firstpipe portion. The second pipe portion also extends through at least halfof the length of the chamber. The muffler exit is in fluid communicationin the second pipe portion. Exhaust gases are channeled from the chamberthrough the first pipe portion to an opposite end of the chamber andthen through the second pipe portion and out of the muffler.

The present invention further includes a method of attenuating exhaustnoise of an internal combustion engine. The method includes channelingexhaust gases from the engine into the main chamber. The gases are thenchanneled from the main chamber into an exhaust pipe that extendsthrough the main chamber. The exhaust pipe is longer than the length ofthe main chamber, as the pipe includes a bend within the main chamber.Finally, the gases are channeled from the pipe to an exhaust exit.

In the preferred method of the invention, the gases are channeledthrough an intermediate pipe between the main chamber and the exhaustpipe. The gases are also channeled through a transition aperture to adiffusion chamber between the intermediate pipe and the exhaust pipe.Thus, the gases flow from the engine to the main chamber out of the mainchamber exit (e.g., through the transition aperture and transitionchamber), through the intermediate pipe into the diffuser, through aspark arrester disposed between the main chamber and the exhaust pipe inthe diffuser, and through the exhaust pipe including surrounding thebend within the exhaust pipe to exit the external portion of themuffler.

In still a further aspect of the invention, an apparatus for exhaustnoise attenuation is provided. The apparatus includes a muffler and anouter enclosure. The muffler has an exhaust entrance port, a firstchamber, and an exhaust exit port. The outer enclosure is spaced fromand at least substantially encloses a majority of the muffler. Themuffler exhaust port dumps exhaust into the outer enclosure. The outerenclosure further includes an enclosure exit port.

The further aspect of this embodiment of the invention, the mufflerincludes at least two walls. The outer enclosure is separated from thetwo walls. The outer enclosure forms a chamber between the two walls andthe outer enclosure. Preferably, the enclosure exit port is disposedthrough a wall of the enclosure removed from the exhaust exit pipe port.

The muffler with the spark arrester arrangement may also be defined asincluding an exhaust entrance port, a diffuser chamber, a diffuserchamber exit port, and a spark arrester. The diffuser chamber is influid communication with the entrance port. The spark arrester is atleast partially disposed within the diffuser chamber. It is coupled tothe diffuser chamber exit port. The spark arrester includes a screenthrough which exhaust gases pass to flow through the diffuser chamberexit port. The screen is removably coupled to the diffuser chamber suchthat it can be removed from the muffler.

Further aspects of the spark arrester included with the muffler includeaccessibility from outside of the muffler. The spark arrester forms atube shape having two ends. One end of the spark arrester engages thediffuser chamber exit port. The other end has a cap thereon. The endwith the cap is adjacent the diffuser chamber sidewall. The cap engagesthe end of the diffuser chamber and end of the muffler.

BRIEF DESCRIPTION OF THE DRAWINGS

Preferred and alternative embodiments of the present invention aredescribed in detail below with reference to the following drawings:

FIG. 1 is a cross-sectional view of two halves of a prior-art mufflerillustrating the various chambers;

FIG. 2 is a side elevational view of the prior-art muffler shown in FIG.1;

FIG. 3 is a perspective view of a muffler of the present inventionshowing the outer shell in phantom;

FIG. 4 is a cross-sectional view of the muffler;

FIG. 5 is an isometric view of the spark arrester element;

FIG. 6 is a side elevational view of the cage portion of the sparkarrester;

FIG. 7 is a schematic view of the muffler including the outer enclosure;

FIG. 8 is a schematic view of a muffler with a complete enclosure;

FIG. 9 illustrates the enclosure of FIG. 8 with the addition of aremovable spark arrester;

FIG. 10 illustrates the details of the spark arrester illustrated inFIG. 9;

FIG. 11 is an isometric view of the spark arrester;

FIG. 12 is a side elevational view of an alternate spark arrester with atapered screen;

FIG. 13 is a schematic view of an enclosed muffler and pipe;

FIG. 14A is a schematic view of an enclosed muffler having a catalyticconverter;

FIG. 14B is a schematic view a variation of the muffler of FIG. 14A; and

FIG. 14C is a schematic view a further variation of the muffler of FIG.14A.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

An understanding of a typical prior-art muffler helps develop anappreciation for the present invention. A standard muffler 10 such asthat used with ATVs is illustrated in FIGS. 1 and 2. Muffler 10 has agenerally cylindrical shape with an inlet pipe 12 and an outlet pipe 26at opposing ends thereof. Various chambers are situated between inletpipe 12 and outlet pipe 26. In the illustrated example, six chambers areincluded. Inlet pipe 12 extends through an outer shell 40 to directexhaust gases from the engine into first chamber 14. First chamber 14 isgenerally cylindrical in shape and is bounded by an inner shell 42,which is secured to outer shell 40, as well as the first end of outershell 40 and a wall between first chamber 14 and second chamber 16. Thediameter of first chamber 14 is about twice its length. First chamber 14creates a small expansion chamber for hot gases from inlet pipe 12.These gases are then directed through second chamber inlet pipe 28 intosecond chamber 16.

Second chamber 16 is also cylindrical in shape, but has a lengthapproximately equal to its diameter. Furthermore, second chamber 16includes second chamber inlet pipe 28 and second chamber outlet pipes 30therein. These pipes extend nearly the entire length of the chamber.Exhaust gases enter second chamber inlet pipe 28, pass through the pipeand into second chamber 16 at the far end thereof. The gases then circleback to the front end of the chamber to enter into the three-secondchamber outlet pipes 30. These pipes are smaller in diameter than inletpipe 28. However, three pipes are included to channel the gases out ofsecond chamber 16 and into third chamber 18.

Third chamber 18 is much smaller than second chamber 16. Third chamber18 is bounded on its downstream end by a diffuser wall 32. Diffuser wall32 includes diffusion openings to circulate the air into fourth chamber20.

Fourth chamber 20 is approximately the same size as third chamber 18,but includes a separation wall 34 to separate any sparks from theremaining exhaust gases. The debris (e.g., carbon deposits) is collectedbeneath the separator wall 34 and may be removed from muffler 10 withsoot plug 46 as illustrated in FIG. 2. Exhaust gases leave fourthchamber 20 through fifth chamber inlet pipe 36.

Fifth chamber inlet pipe 36 directs gases into fifth chamber 22 in amanner similar to second chamber inlet pipe 28 with regard to secondchamber 16. Likewise, fifth chamber 22 also includes fifth chamberoutlet pipes 38 that channel the exhaust gases through another wall andinto sixth chamber 24. One inlet pipe 36 is utilized and threefifth-chamber outlet pipes 38 are provided.

Sixth chamber 24 is used to collect the exhaust gases for channelingthem to outlet pipe 26.

Note that an inner shell 42 is secured to outer shell 40 with spacingbetween the two shells. An absorption layer 44 is placed within thespacing for noise attenuation. Absorption layer 44 may include standardglass packing materials.

The prior-art muffler accomplishes the goals of reducing noise levels towithin legal limits and provides a spark arrester feature with a sootcleaning plug 46. The muffler is also of a size that allows it to fitwithin the space required on the back of a small vehicle such as anall-terrain vehicle (ATV). However, further reductions in noise levelsmay be preferable for users and others in the vicinity of the user ofthe vehicle. Furthermore, the muffler introduces excessive back pressuresuch that the horsepower of the engine is adversely affected. Opening upthe muffler to decrease the back pressure may be accomplished, but notwithout noise increases.

Furthermore, in situations where certain amount of back pressure isdesired for optimum engine performance, the prior-art mufflers requirethat different designs be created and produced to tune the muffler foreach engine application. This is the case, for example, with a family ofATVs of differing engines and engine sizes. Back pressure requirementswould differ in each case. Thus, a different muffler must be designedand manufactured for each ATV. This will increase the cost ofmanufacture of the mufflers since each will necessarily be produced inlower quantities. This may not be an issue in many instances since theback pressure introduced by the muffler in order to create sufficientnoise reduction is such that it exceeds the back pressure needed foroptimum engine performance. In such instance, engine performance(horsepower) suffers, as explained above.

The present invention provides a muffler that has low back pressure witha device for changing the back pressure dependent upon the enginerequirements for optimum horsepower. The system is also lighter weightand cheaper to manufacture than prior-art mufflers. This muffler and itsvarious components are illustrated in FIGS. 3-6.

Referring first to FIG. 3, the internal construction of muffler 100 isillustrated. Muffler 100 includes an outer shell 102 (shown in phantomin FIG. 3). Outer shell 102 includes a first end wall 104 at theupstream end of muffler 100 and a second end wall 106 at the downstreamend. First and second inner walls 108 and 110 lying in plains parallelto end walls 104 and 106 are also provided within outer shell 102.

End walls 104 and 106 along with inner walls 108 and 110 divide muffler100 into three chambers: a main chamber 112, a transition chamber 114,and a diffusion chamber 116. Main chamber 112 is the largest of thechambers and preferably comprises one-third to one-half or more of thetotal volume of muffler 100. Transition chamber 114 is at one end of themuffler being bounded by first end wall 104 and first inner wall 108.Diffusion chamber 116 is at the opposite end of muffler 100 beingbounded by second inner wall 110 and second end wall 106. Alternatively,any type of diffuser may be employed, whether a diffusion chamber, adiffuser wall, or other device. In the preferred embodiment a diffusionchamber is used as illustrated and described herein.

As can be seen in FIGS. 3 and 4, numerous pipes are situated withinmuffler 100. An inlet pipe 118 is extends through first end wall 104 andfirst inner wall 108 to channel exhaust gases from the pipe leading fromthe engine of the vehicle into main chamber 112. At the opposite end ofmuffler 100 exhaust pipe 120 allows the gases to escape muffler 100. Twointermediate pipes 122 extend within muffler 100 and channel the gasesbetween the transition chamber and the diffusion chamber. Intermediatepipes 122 are in fluid communication within transition chamber 114 anddiffusion chamber 116. These pipes extend through main chamber 112, butare not open thereto.

An intermediate wall 124 is provided between intermediate pipes 122 atthe portion thereof that is not adjacent exhaust pipe 120. Intermediatewall 124 prevents early back flow through transitional aperture 138 asexplained below. Exhaust pipe 120 extends from diffusion chamber 116through main chamber 112. A bend 126 allows exhaust pipe 120 to extendback through second inner wall 110, through diffusion chamber 116 toexit through second end wall 106 at an external portion 128. Exhaustpipe 120 is preferably stamped in halves and fitted together. Stampingthe halves allows the straightforward manufacture of a pipe with a bendhaving a larger cross section so as to not restrict air flow. Alternateembodiments include a simple bent pipe to form pipe 120.

A spark arrester 130 is secured to the end of exhaust pipe 120 that isin fluid communication with diffusion chamber 116. An arrester aperture132 is formed in second end wall 106 to allow spark arrester 130 to beremoved and replaced within muffler 100.

An inner shell 134 is provided within main chamber 112, spaced fromouter shell 102. An absorption layer 136 is positioned between inner andouter shells 134 and 102. Inner shell 134 includes perforations thereinfor effective noise attenuation with absorption layer 136.

Note also that transitional aperture 138 is formed within first innerwall 108 to allow the flow of gases from main chamber 112 to transitionchamber 114. Transition aperture 138 is preferably at least as large asthe diameter of inlet pipe 118.

The basic flow of gases through muffler 100 will now be described.Exhaust gases from the engine enter inlet pipe 118. Inlet pipe 118directs the gases past transition chamber 114 into main chamber 112. Thevolume of main chamber 112 is large enough to effectively create anexpansion chamber for the gases. This is where the main noiseattenuation occurs. Thus, this is the place where inner shell 134 andabsorption layer 136 are positioned for noise attenuation. The gasestravel throughout main chamber 112, aided by intermediate wall 124. Thegases then must pass around the outer walls of exhaust pipe 120 andintermediate pipes 122 before they pass through transition aperture 138to enter transition chamber 114. Transition chamber 114 is relativelyopen and provides for little restriction to the flow of exhaust gases tothen enter into intermediate pipes 122. Intermediate pipes 122 flowthrough the body of main chamber 112 without being open thereto.Intermediate pipes 122 channel the exhaust gases from transition chamber114 at one end of muffler 100 to diffusion chamber 116 at the other end.The exhaust gases then flow through spark arrester 130 and into exhaustpipe 120. Exhaust pipe 120 then extends through the middle of mainchamber 112 bending therein to exit back through diffusion chamber 116and out second end wall 106. The exhaust gases then exit externalportion 128.

The flow system described creates very little back pressure whilecreating superior noise attenuation. Noise attenuation is accomplishedby routing the pipes through the main chamber where the gas first entersmuffler 100 through inlet pipe 118. The long pipes extendingtherethrough tend to attenuate the noise while not appreciablyincreasing back pressure. The system is also easy to manufacture frompipes and stamped metal channels. Furthermore, the muffler systemcreated is lightweight. The system is also tunable for different enginesby simply changing the spark arrester as described below in connectionwith FIGS. 5 and 6.

FIGS. 5 and 6 illustrate the details of spark arrester 130. Sparkarrester 130 includes a screen 140 wrapped around a cage 142. Cage 142is fixed to an endplate 144 that engages with second end wall 106 withfasteners 153 through holes 152. A band 146 helps secure screen 140 tocage 142.

Cage 142 is constructed with struts 148 and end rings 150. The size ofstruts 148 are widened or narrowed in order to tune the back pressure ofmuffler 100 for optimum engine performance in a specific engineapplication. This is the only piece that need be changed in order totune the muffler for a specific engine. Thus, muffler 100 can be usedfor an entire family of ATVs by simple changes to spark arrester 130.This helps decrease the manufacturing costs as more units are producedthat are the same. Thus, a specific spark arrester cage 142 may bedifferent from one engine to the next, but the balance of muffler 100 isthe same from one to another.

End ring 150 at the inner end of cage 142 is sized to fit over the outerdiameter of the entrance to exhaust pipe 120. The openings in screen 140are such as to provide proper spark arrester function. The ability toremove spark arrester 130 also allows debris and soot material to beexpelled from diffusing chamber 116 as may be required. Suitablefasteners 153 through holes 152 may be used to secure endplate 144 tosecond end wall 106, which may include fastener receptacles therein.

Turning now to FIG. 7, an additional aspect of the present inventionwill be described. FIG. 7 illustrates a muffler 154 that includes anouter enclosure 156 surrounding a majority thereof. Muffler 154 may be astandard muffler such as that illustrated in FIGS. 1 and 2 or may be amuffler as described in connection with FIGS. 3 and 4.

Muffler 154 includes an inlet pipe 158, a main body, and an outlet pipe160. Mounting brackets 162 are preferably secured to the top and sidethereof for securement to a vehicle such as an ATV.

Enclosure 156 includes enclosure walls 164 that create an outer chamber166. Outer chamber 166 encloses a majority of muffler 154 and creates aplace where exhaust gases are dumped from outlet pipe 160 before exitinginto the environment. Outer chamber 166 is of a size sufficiently largesuch that expansion of gases is easily accomplished and additional backpressure is minimal. An enclosure exit 168 is provided. enclosure exit168 may be situated anywhere on enclosure walls 164. Preferably, it isnot in the direct line of exhaust exit from outlet pipe 160. Thus,exhaust gases enter muffler 154 then exit through outlet pipe 160 toenter outer chamber 166 where the gases are further cooled and quietedbefore exiting enclosure exit 168. This arrangement provides additionalnoise attenuation as well as a cooler interface between the user and thehot exhaust gases. Enclosure 156 also reduces heat at the user andmachine parts interface to the extent that it preferably completelyreplaces any remote heat shields that are customarily attached to theouter wall of muffler 156 or to other parts of the machine to deflectheat from the muffler. External heat shields are often used to protectparts of the machine or vehicle that may overheat or even melt, such asthe carburetor and plastic parts. The heat shielding effect of enclosure156 reduces or eliminates the need for such additional shields. Noisereduction is accomplished through a reduction in exiting exhaust gasnoise as well as attenuation of muffler shell noise.

Enclosure walls 164 may completely encompass muffler 154, as illustratedin FIG. 8, or may partially encompass the muffler as illustrated in FIG.7. In the case of complete enclosure, struts 170 between muffler 154 andenclosure walls 164 preferably hold the spaced relationship between thetwo members with mounting brackets 162 secured on enclosure walls 164.Other arrangements are also possible that accomplish the purposes ofhaving an outer chamber into which the exhaust gases are dumped beforeexiting the muffler system.

Turning now to FIG. 9, an embodiment of a completely enclosed muffler isillustrated. However, in this embodiment, a spark arrester is heldwithin the enclosure body. A separate spark arrester may or may not beincluded within the main muffler 154. Enclosure 156 a includes anopening into which fasteners 153 secure spark arrester assembly 172.Spark arrester assembly 172 is similar to spark arrester 130 except thatassembly 172 also includes an exit pipe 174 secured directly to theouter end thereof. Spark arrester assembly 172 includes an endplate 144a with an aperture there through to which exit pipe 174 is secured,preferably by a weld.

The details of construction of spark arrester assembly 172 areillustrated in FIGS. 10 and 11. Spark arrester assembly 172 isconstructed with a cage 142 a having an inner cap 176. Cap 176 mayalternatively be at least partially replaced with screen materialsimilar to screen 140 a that surrounds cage 142 a. Clamps 146 a securescreen 140 a to cage 142 a. Fasteners are secured through holes 152 aand mounting plate 144 a.

Exhaust gases within enclosure 156 a go through screen 140 a, throughendplate 144 a and exit pipe 174.

An alternate embodiment of a spark arrester assembly is also illustratedin FIG. 12. In this embodiment, the cage is eliminated. A screen tube isprovided having an inner, closed end compressed together by rolling thescreen material. Other fixation means to close the end may alternativelybe employed. The outer end includes a clamp 146 b that secures screen140 b to exit pipe 174 b. Exit pipe 174 b is welded to mounting plate144 b, but extends through such that the outer end of screen 140 b canbe clamped thereto.

FIG. 13 illustrates an alternate embodiment similar to FIG. 9 with anelongated tail pipe 160 c within outer enclosure 156 c. Tail pipe 160 cextends from one end of muffler 154 c some distance within outerenclosure 156 c, preferably to the other end of outer enclosure 156 c. Abend is preferably formed in pipe 160 c such that a long length of pipefits within outer enclosure 156 c. Spark arrester assembly 172 c issituated out of direct alignment with the exhaust gas exit from pipe 160c. Thus in this embodiment it is on the opposite side of outer enclosure156 c. This long-pipe arrangement within enclosure 156 c further quietsthe exhaust noise of the entire muffler assembly with little additionalbackpressure. The additional silencing achieved with enclosure 156 c mayallow more design flexibility for muffler 154 c. Thus, a simpler, lessexpensive design may be employed. Muffler 154 c in one embodimentincludes an internal elongated pipe, while another embodiment omits suchpipe.

FIGS. 14A-C illustrate a muffler design variation including a catalyticconverter 178. Thus, in FIG. 14A catalyst 178 d is positioned withinmuffler 154 d between inlet pipe 158 d and exhaust pipe 120 d. Asexhaust gases run through catalyst 178 d, not only are pollutants (suchas carbon monoxide and nitrous oxides) reduced, but noise is alsodiminished. In this embodiment, exhaust pipe 120 d forms a 180 degreebend within muffler main 154 d. Exhaust pipe 120 d joins with outletpipe 160 d, which runs within enclosure 156 d outside of muffler 154 d.Outlet pipe 160 d preferably forms a 180 degree bend within enclosure156 d before dumping exhaust gases into enclosure 156 d for exit throughspark arrester assembly 172 d.

In a variation of the arrangement described above (FIG. 14B), a catalyst178 e is secured directly to an inlet pipe 158 e. Exhaust gases runthrough catalyst 178 e as they enter muffler 154 e. The gases runthrough muffler 154 e, after which they exit through outlet pipe 160 eand spark arrester assembly 172 e. In the preferred embodiment, outletpipe 160 e includes a 180 degree bend and an elongated pipe similar tothat discussed above in connection with FIG. 13.

In a further variation (FIG. 14C), a catalyst 178 f is secured to outletpipe 160 f. In this embodiment, exhaust gases pass through catalyst 178f as they exit muffler 154 f. Again in this preferred embodiment, outletpipe 160 f includes a 180 degree bend and an elongated pipe.

The placement of catalyst 178 in any of the embodiments discussed hereinmay be made depending on the particular engine and its tuningrequirements. In each embodiment herein catalyst 178 acts as anadditional silencer in addition to its pollution control capabilities.

While the preferred embodiments of the invention have been illustratedand described, as noted above, many changes can be made withoutdeparting from the spirit and scope of the invention. For example,alternate shapes and pipes may be used. Different numbers andarrangements of pipes may also be employed. Accordingly, the scope ofthe invention is not limited by the disclosure of the preferredembodiment. Instead, the invention should be determined by reference tothe claims that follow.

1. An apparatus for exhaust noise attenuation as exhaust exits aninternal combustion engine, the apparatus comprising: a. a mufflerhaving an exhaust entrance port, a first chamber, and an exhaust exitport; and b. an outer enclosure spaced from and substantially enclosinga majority of said muffler, said muffler exhaust exit port dumpingexhaust into said outer enclosure, said outer enclosure further havingan enclosure exit port.
 2. The apparatus of claim 1, wherein saidmuffler includes at least two walls, said outer enclosure beingseparated from at least two of said at least two walls, said outerenclosure forming a chamber between said at least two walls and saidouter enclosure.
 3. The apparatus of claim 2, wherein said enclosureexit port is disposed through a wall of said enclosure removed from saidexhaust exit port.
 4. The apparatus of claim 1, wherein said outerenclosure provides a heat shield for said muffler.
 5. The apparatus ofclaim 1, further comprising an outlet pipe secured to said exhaust exitport.
 6. The apparatus of claim 5, wherein said outlet pipe includes atleast one bend within said outer enclosure, exhaust gases beingchanneled within said outlet pipe before being dumped within said outerenclosure.
 7. The apparatus of claim 1, further comprising a catalystpack within said muffler, exhaust gases passing through said catalystpack before exiting said muffler.
 8. The apparatus of claim 7, whereinsaid catalyst pack is coupled to said entrance port.
 9. The apparatus ofclaim 7, wherein said catalyst pack is coupled to said exit port. 10.The apparatus of claim 7, wherein said catalyst pack is coupled betweensaid entrance port and said exit port.
 11. The apparatus of claim 1,wherein said muffler further comprises: a. a chamber in fluidcommunication with said exhaust entrance port, and b. an exhaust pipe influid communication with said chamber and with said exhaust exit port,said exhaust pipe extending within said chamber and having a bendtherein within said chamber.
 12. The apparatus of claim 1, furthercomprising a spark arrester secured to said exhaust exit port, saidarrester being removably secured to said outer enclosure.
 13. Theapparatus of claim 1, further comprising a tail pipe secured to saidexhaust exit port, said tail pipe extending within said outer enclosureto channel exhaust gases from said muffler to said outer enclosure. 14.The apparatus of claim 11, wherein said tail pipe extends within saidouter enclosure a majority of the length of said outer enclosure.